Motorcycle accident reconstruction in VL Motion - MYMOSA open Workshop... · 0.1 Motorcycle...
Transcript of Motorcycle accident reconstruction in VL Motion - MYMOSA open Workshop... · 0.1 Motorcycle...
Motorcycle accident reconstruction in VL Motion
Presenter
Nicola Cofelice – ESR 14
2 Research progress
1 Motorcycle accident reconstruction - Overview
AGENDA
copyright LMS International - 2009 2
3 What’s next ?
2 Research progress
1 Motorcycle accident reconstruction - Overview
AGENDA
copyright LMS International - 2009 3
3 What’s next ?
Nicola Cofelice
� Project: EC Marie Curie FP6 MYMOSA (January 2007–September 2010)
� Research Training Network (RTN) 14 partners from 7 EU Member
States => http://www.mymosa.eu
� 5 universities, 3 research centers and 6 companies
� Research Topics:
� Motorcycle crash and pre-crash simulation in MB environment.
� Modeling of driver models in vehicle driving dynamics and safety
simulations.
Motorcycle related application with Virtual.Lab Motion.
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� Motorcycle related application with Virtual.Lab Motion.
� Resume: Nicola Cofelice (from Italy)
� MSc in Mechanical Engineering at University of Rome “Tor Vergata”.
� Master’s thesis in collaboration with Nissan Technical Center (Barcelona): “Vibrational analysis of a vehicle in order to simulate the
ride comfort”.
� Internship at Hewlett-Packard (Barcelona) in “R&D” department
as designer of large format printers.
� Currently ESR for EC Marie Curie FP6 MYMOSA at LMS (12 months) with focus on multibody crash simulation in MB
� 4 conference papers (2 to be published)
� Project: EC Marie Curie FP6 MYMOSA (January 2007–September 2010)
� Research Training Network (RTN) 14 partners from 7 EU
Member States => http://www.mymosa.eu
� 5 universities, 3 research centers and 6 companies
� Research Topics:
� Multi body/FE simulation and modeling
� Crash investigation and simulation
� Safety equipment research and optimization
Leonard Ciubotaru
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� Safety equipment research and optimization
� Resume: Leonard Ciubotaru (from Romania)
� M.Sc. in Mechatronics Engineering at “Transilvania”
University,Brasov,Romania, 2008;
� PhD student in Biomechanical Engineering at “Transilvania”
University,Brasov,Romania;
� Currently ESR for EC Marie Curie FP6 MYMOSA at LMS (12 months) with focus crash simulation in MB environment
� 8 conference papers, 9 journal papers.
AIM OF THE ACTIVITY
• Evaluation of the PTW structural and
dynamics design
• Effect of protective devices (i.e.
DESCRIPTION OF THE ACTIVITY
•Description of PTW driving and
accident dynamics
OVERVIEW OF THE RESEARCH
0.1 Motorcycle accident reconstruction – Overview
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helmets and protective garments)•Use of Multibody Technique
HOW?
COMPARE
Simulation Data – Virtual.Lab Motion Test data – DEKRA
1. Survey on PTW accidents investigations
2. Selection of most common scenarios (WP2)
RESEARCH APPROACH
Based on accident reports
ISO 13232
3.1 Motorcycle
0.2 Motorcycle accident reconstruction – Overview
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3. MBS model development
4. Comparison with DEKRA data
3.2 Dummy
3.3 Helmet (DAINESE-ICL)
2 Research progress
1 Motorcycle accident reconstruction - Overview
AGENDA
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3 What’s next ?
1.1 Survey on PTW accidents investigations
65,3%
Most common configuration: FRONTALImpact relative positions
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CONFIGURATIONS (WP2 – Avinash)
• head on (CAC1)
• crossing (CAC2)
• merging (CAC3)
• oncoming crossing (CAC4)
• following side swipe (CAC5)
2.1 Selection of most common scenarios
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• following side swipe (CAC5)
¡ Working on these configurations!
7 rigid bodies
Middle part of the fork
Upper part of the fork (including the handlebars)
Front frame(including the tank)
Swinging arm
3.1.1 Motorcycle Multibody Model - description
Yamaha FZS 600 Fazer
Weight 208 kg + Rider
Wheelbase 1,42 cm
Tot Length 2,08 m
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Front wheel
Lower part of the fork
Rear wheel
12 degrees of freedom
- 6 from the front frame (3 coordinates of CM together with the roll, pitch and yaw angles), - 1 from the steering angle, - 2 corresponding to the rotation of the wheels, - 2 from the suspensions,- 1 for the deformation of the front fork.
Tot Length 2,08 m
3.1.2 Motorcycle energy absorption
RSDA (Rotational Spring-Damper-
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TSDA (Translational Spring-Damper-Actuator)
Limits: Bump - Rebound Stops
(Rotational Spring-Damper-
Actuator)
Bi-Linear behavior material
24 rigid bodies
head
Neck (7 vertebras)
Torso (T1 included)
right arm (up, low),
left arm (up, low),right hand
(50%ile European)
3.2.1 Rider Multibody Model
helmet
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pelvis
left hand
left leg (up, low),
right foot
left foot
23 joints:- Revolute (4),
- Spherical (15),
- Fixed joints (4)
Rider (50th percentile EU)
Weight: 73.25 kg
Height: 179 cm
right leg (up, low)
Stiffness of human joints Torque [Nm] = T(θ) => NO LINEAR
3.2.2 Dynamic behavior of human joints
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Head Z Torque Shoulder Z Torque
Friction of human joints C (Constant Damping) => LINEAR
Attachments rider motorcycle: 5 TSDA
IF Fi > Fmax Then DETACHEMENT CONDITION
• saddle
• left and right foot
• left and right hand
3.2.3 Neck behavior
Neck behavior => based on FMVSS 572 subpart E
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Stiffness = T(θ) => NO LINEAR
C (Constant Damping) => LINEAR FMVSS = Federal Motor Vehicle Safety Standard
3.2.4 Test of the neck model – Extension
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Standard: FMVSS 572 50th Neck Extension Test
3.2.5 Test of the neck model – Extension
Parameter Specification Result
Pendulum Impact Speed 5.94 m/s ≤ speed ≤ 6.19 m/s 5.952 m/s
Pendulum
Deceleration vs.
Time Pulse
@ 10 ms 17.2 ≤ g ≤ 21.2 17.36 g
@ 20 ms 14.0 ≤ g ≤ 19.0 15.45 g
@ 30 ms 11.0 ≤ g ≤ 16.0 11.52 g
> 30 ms 22.0 g maximum passed
First Pendulum Decay to 5 g 38 ms ≤ time ≤ 46 ms 41 ms
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Plane D Rotation81° ≤ maximum rotation ≤ 106° 92.7°
72 ms ≤ time of maximum rotation ≤ 82 ms 79 ms
Time for Plane D Rotation to Cross 0° During First
Rebound
147 ms ≤ time ≤ 174 ms 154 ms
Maximum Moment52.9 Nm ≤ moment ≤ 80.0 Nm 68.96 Nm
65 ms ≤ time ≤ 79 ms 78 ms
Rebound to 0Time of First Decay to 0 Nm
120 ms ≤ time ≤ 148 ms121 ms
3.2.6 Test of the neck model – Extension
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Pendulum Acceleration – Input
3.2.7 Test of the neck model – Extension
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Neck Extension Angle
3.2.8 Test of the neck model – Extension
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Neck Moment – OC joint
3.2.9 Test of the neck model – Flexion
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3.2.10 Test of the neck model – Flexion
Standard: FMVSS 572 50th Neck Flexion Test
Parameter Specification Result
Pendulum Impact Speed 6.89 m/s ≤ speed ≤ 7.13 m/s 6.89 m/s
Pendulum
Deceleration vs.
Time Pulse
@ 10 ms 22.5 ≤ g ≤ 27.5 23.51 g
@ 20 ms 17.6 ≤ g ≤ 22.6 19.01 g
@ 30 ms 12.5 ≤ g ≤ 18.5 15.79 g
> 30 ms 29.0 g maximum passed
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First Pendulum Decay to 5 g 34 ms ≤ time ≤ 42 ms 37
Plane D Rotation64° ≤ maximum rotation ≤ 78° 87.93°
57 ms ≤ time of maximum rotation ≤ 64ms 70 ms
Time for Plane D Rotation to Cross 0° During First Rebound
113 ms ≤ time ≤ 128 ms 130 ms
Maximum Moment88.1 Nm ≤ moment ≤ 108.5 Nm 101.5 Nm
47 ms ≤ time ≤ 58 ms 56 ms
Rebound to 0Time of First Decay to 0 Nm
97 ms ≤ time ≤ 107 ms95 ms
3.2.11 Test of the neck model – Flexion
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Pendulum Acceleration – Input
3.2.12 Test of the neck model – Flexion
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Neck Flexion Angle
3.2.13 Test of the neck model – Flexion
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Neck Moment – OC joint
1st STEP => DEVELOPMENT OF A MODEL FOR VERTICAL IMPACT SIMULATION
Model based on A. Gilchrist’ and N.J.
Mills’ model and on the simplified
assumption of M. Ghajari
3D Model developed with VL Motion
3.3.1 Head-Helmet-Anvil contact
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Anvil
Polystyrene foam crushing(LINER YIELD)
3.3.2 Deformation mechanism
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Shell deformation (k1a, k1b and n1)
Contact headform-liner (k2 and n2)
3.3.3 Deformation mechanism and results
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IMPACT SIMULATION – DROP TEST
IMPACT VELOCITY = 7,5 m/s
GOOD MATCH WITH FEM / MATLAB results
amax = 2400 m/s2 at 4 ms!
Vertical acceleration of the headform
Longitudinal acceleration of the headform
3.3.4 Deformation mechanism and results
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Thanks to Davide Caserta and Mazdak Ghajari (ICL) for the help
ISO standard 13232-2.
65,3%*
4.1 Accident simulation set-up: head on
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*MAIDS REPORT http://www.maids-study.eu/
Realistic crash simulation Focus on HEAD ACCELERATION!
Car Energy AbsorptionK = Lateral Stiffness
M = Car’s mass
4.2 Car energy absorption
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Accident simulation set-up: rigid wall accident
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Dekra accident reconstruction: configuration 413 (ISO 13232)
4.3 Dekra test data (Work in progress)
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Acceleration magnitude
2 Research progress
1 Motorcycle accident reconstruction - Overview
AGENDA
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3 What’s next ?
Virtual Dummy For Vibrational Comfort Analysis
Safety is affected also by comfort (i.e. rider attention, handling problems, etc)
1. Whole-body vibration for a rider
2. Development of a spine, as a filter for the frequency input
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Frequency domain - Hz
Time domain - s
SIMULATION
Virtual Multibody Rider – Biomechanics analysis
VIRTUAL DUMMYThe most important part of the model is the spine (32 bodies):
• 24 vertebrae:
from C1 to C7 cervical region;
from T1 to T12 thorax region;
from L1 to L5 lumbar region.
• 1 segment to model the sacrum.
• 7 visceral bodies.
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• 7 visceral bodies.
-Motion between each vertebrae
Revolute joint + linear RSDA
-Each body has mass and inertia properties
- Model is fully parametric!
Multibody motorcycle – transmission of vibration
Front suspension(stiffness and damping)
Rear suspension(stiffness and damping)
SaddleStiffness and damping
Dependent on preload and frequency
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Rear wheelStiffness importantDamping negligible
Front wheelStiffness importantDamping negligible
Frequency domain analysis - transmissibility functions
1 - MBS model
DuCxy
BuAxx
+=
+=&
2 - Linearization
Input – ground vibrationOutput – head acceleration
DBAsICsTF +−=−1
)()(
3 - Transfer Function
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4- FRF
jws =
Valentini, P.P. (2009)
5- Expected results
5Hz
Time Domain Analysis – Comfort assessment
OUTPUTHead vertical acceleration
5Hz
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[ ]Hztdt
df
tAta
=
=
=
α
π
π
2
1
)sin()(2
0
Thanks to Roberto Zanni, Alessandro Toso and David Moreno for the effort
INPUTPTW vibration
(Sweep Signal)
3D Multibody model for Helmet has been developed
Helmet will be implemented into the crash scenariofor head acceleration evaluation
Conclusions
Helmet model
Time domain analysis – Comfort assessment
Virtual rider
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Future steps? Keep on working!
Frequency domain analysis – Vertical trasmissbilityfull-spine
THANK YOU FOR YOUR ATTENTION!
Are there any questions?
PresenterNicola Cofelice – ESR 14